In the future, there will be many cases where robots should perform cooperative tasks with humans in daily life. We focus on a hand-over motion as an example of cooperative work between a human and a robot, and propos...
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In the future, there will be many cases where robots should perform cooperative tasks with humans in daily life. We focus on a hand-over motion as an example of cooperative work between a human and a robot, and propose an algorithm which enables a robot to perform a human-like motion. First we analyze trajectories and velocity patterns of a hand-over motion performed by two humans. From this experimental results we notice that a receiver's motion, during hand-over has some typical characteristics. We then confirm that a human-like motion can be generated using these characteristics. Finally, we plan the robot's motion considering these results. Initially, two kinds of potential fields are used to generate a motion command which leads the robot along a trajectory similar to that followed by the human. In addition, more precise motion is considered at the end of the hand-over operation to guarantee accurate positioning and to soften the shock of contact. Experimental results using 2-link planar robot arm show the validity of the proposed method.
作者：
ALLEN, DWVINOSKI, WSOVERTON, BADavid W. Allen:is a senior computer scientist at the Machinery Technology Division
Westinghouse Electric Corporation Large Pa. He received the B.A. degree in mathematics from Grinnell College and the M.S. degree in computer science from the University of Pittsburgh. His career with Westinghouse has been divided between assignments in engineering and computer applications. Mr. Allen has published eight technical papers. He received the George Westinghouse Signature A ward of Excellence for his work on the development of the GAGES computer program for designing propeller gages. He is a member of the Association for Computing Machinery (ACM) and the Institute of Electrical and Electronics Engineers (IEEE). Walter S. Vinoski:is a project engineer at the Machinery Technology Division
Westinghouse Electric Corporation Large Pa. and was instrumental in the development of the GAGES computer program. He was awarded the George Westinghouse Signature Award of Excellence for his work on the GAGES program. Mr. Vinoski has six years of marine propulsion system experience specifically with propellers. He earned a B.S. degree in electronics engineering and minored in mathematics at the Ohio Institute of Technology. He is a member of the American Society of Naval Engineers. Bernard A. Overton:graduated from North Carolina Agricultural and Technical State University
Greensboro N.C. in 1958 with a B.S. degree in mechanical engineering. Within two years of joining the U.S. Army Mr. Overton was honorably discharged as a first lieutenant. Mr. Overton worked seven years at Philadelphia Naval Shipyard in the following areas: shafting shafting alignment bearing reactions noise and vibration surveys propellers and propeller blade gage designs. In 1967 Mr. Overton transferred to the Navy Engineering Center. He has worked on main propulsion devices such as water jets propellers (both submarine and surface ship) and propeller blade gages. Mr. Overton was responsible for the establishment of the Naval Inspectors Propeller Certif
One of the most complicated forms encountered in engineering design is that of the marine propeller. The complexities arise from the complicated hydrodynamic surfaces of the propeller blades and the complicated manner...
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One of the most complicated forms encountered in engineering design is that of the marine propeller. The complexities arise from the complicated hydrodynamic surfaces of the propeller blades and the complicated manner in which the blades are oriented with and attached to the hub. Where propeller blades are attached to the hub, the blade shape is blended into the shape of the hub. The geometry of this region is particularly complicated. The shape of the blend is called a fillet, and the blending region is called the fillet region. Sheet metal gages conforming to various blade surface contours are used in the manufacture and inspection of propellers. Five different types of gages define the shape of the propeller in different regions. Fillet gages are such gages that define the shape of propeller blades in the fillet region. This paper describes a new computer-aided method for designing fillet gages. Previous methods of fillet gage design required the designer to follow a complicated layout procedure of determining where a particular unfilleted blade contour intersected the hub. The design of the fillet was then done in another layout procedure. Newly developed numerical procedures incorporated in a computer program have reduced the time required to design a complete set of gages (including fillet gages) from up to several weeks to hours.
作者：
JACKSON, HANEEDHAM, WDSIGMAN, DEUSN (RET.)Capt. Harry A. Jackson
USN (Ret.) is a graduate of the University of Michigan in naval architecture and marine engineering and completed the General Electric Company's 3-year advanced engineering course in nuclear engineering. He has been an independent consulting engineer and participated in projects involving deep submergence waste disposal water purification and submarine design both commercial and government. Cdr. William D. Needham
USN is currently assigned as the repair officer of USS Hunley (AS-31) in Norfolk Virginia. He received a regular commission through NROTC at Duke University where he graduated magna cum laude in mechanical engineering. Selected for the Nuclear Power Program he served as a division officer on the USS Grayling (SSN-646) as the production training assistant at the MARE Prototype Reactor in New York and as blue crew engineer of the USS Nathan Hale (SSBN-623) where he completed the requirements to be designated qualified for command of submarines. Following line transfer to the EDO community in 1981 he completed a tour as nuclear repair officer (Code 310) at Norfolk Naval Shipyard and earned master of science in materials science and ocean engineer's degrees at MIT. His awards include the Meritorius Service Medal Navy Commendation Medal Navy Achievement Medal Spear Foundation Award and the Vice Admiral C.R. Bryan Award. Cdr. Needham also holds a master of arts degree in business management from Central Michigan University. Capt. Jackson was technical director of Scorpion Search Phase II. The on-site investigation included descending over 12
000 feet to the bottom of the ocean. He was also supervisor of one of the Navy's largest peacetime shipbuilding and repair programs. His responsibilities included supervision of design production and contract administration. Capt. Jackson was third from the top in managaement of a major shipyard and responsible for design material procurement
work order and financial control of two major surface ship prototypes as well a
Anticipated technological advances in the quieting of potential adversary submarines mandate the use of increasingly effective detection systems for U.S. ASW forces. Based on the assumptions that sonar will continue t...
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Anticipated technological advances in the quieting of potential adversary submarines mandate the use of increasingly effective detection systems for U.S. ASW forces. Based on the assumptions that sonar will continue to be the primary means of detection and that the effectiveness of each individual sonar element will not change markedly, one must increase the projected area of the sonar array to improve its capability. The primary SSN mission of anti-submarine warfare will hence require increasing the hull area devoted to the primary sonar detection system. A revolutionary hull form is proposed that maximizes the area available for this purpose. The advantages and disadvantages of this hull form are discussed and feasibility study level design parameters and arrangements presented.
作者：
PEHLIVAN, HKENYON, CWHasan Pehlivan:received his BS in marine engineering from the Merchant Marine Academy (Turkey) in 1971 and his MS degree from Old Dominion University (Norfolk) in 1975. He was employed by D.B. Cargo Line (Turkey) as an engineering officer on ocean-going cargo vessels from 1971 to 1973. After receiving his masters degree in power engineering in 1975
he was employed by J.J. Henry Co. Inc. in Washington DC where he was involved in supporting the DTNSRDC Shipboard Energy Conservation Program which included the development of the steam system simulation (STMSYS) heat balance computer program for FF-1052/1078 class frigates. In addition he was cognizant engineer for various fluid systems designs for PCG and CSGN. In 1978 he joined M. Rosenblatt & Sons Inc. where he was cognizant engineer for various fluid systems designs for CVV DDG-51 and ARS-50. He was also leading engineer in support of DTNSRDC for the development of innovative machinery options for the baseline DD-963. In 1980 he joined NKF Engineering Inc. where he directs and performs DTNSRDC ship energy conservation analyses for frigates cruisers destroyers and aircraft carriers. He has been assisting the NAVSEA energy office in directing and performing Ship Energy Conservation Assist Team (SECAT) surveys aboard Navy ships since 1982. Mr. Pehlivan is currently manager of ship auxiliary systems in charge of the design and development of fluid systems pollution abatement distilling plants etc. He is a member of ASNE. Clarence W. Kenyon:graduated from the State University of New York
Maritime College in 1960 and sailed on a third assistant engineer's license with Isbrandtsen Steamship Company before accepting an engineering position with the Long Beach Naval Shipyard in 1961 where he worked in the Steam Propulsion and Auxiliaries Section and the Mechanical and Hydraulic Section. He also taught a course in engineering fundamentals to engineering technicians in the evenings. In 1963 he accepted a position with the Space Division of North American Avia
The shipboard energy conservation assist team (SECAT) program was introduced to the US Pacific Surface Fleet (SURFPAC) in 1983 following one year testing in the US Atlantic Surface Fleet (SURFLANT). Experiences aboard...
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The shipboard energy conservation assist team (SECAT) program was introduced to the US Pacific Surface Fleet (SURFPAC) in 1983 following one year testing in the US Atlantic Surface Fleet (SURFLANT). Experiences aboard SURFLANT ships had provided the basis for improvements which could also be applied to SURFPAC ships. Chief among these improvements were simple fuel measurement, fuel curve development methods, an energy survey checklist, and an equipment status board which identifies economic machinery alignments. The first SURFPAC ship to receive a SECAT visit was a FF-1052 class ship. Fuel consumption was significantly higher on this ship than the six FF-1052/1078 class SURFLANT ships previously visited. SECAT immediately looked for reasons for this increase in fuel consumption. Three significant changes received by this ship and not received by the six SURFLANT ships were identified. They were a new design economizer, Navjet vice Wallsend burners, and removal of overload control valves on the forced draft blowers. Another SURFPAC frigate with the same three changes was visited to validate the results obtained from the first ship. This paper discusses recent improvements to the SECAT program. It also examines the differences in fuel consumption observed between SURFLANT and SURFPAC FF-1052/1078 class ships. The economics of potential solutions to the higher fuel consumption problem aboard SURFPAC ships is analyzed with special emphasis on alternative burner designs and forced draft blower changes. Recommendations are made to reduce fuel consumption both by equipment changes and expanded energy initiatives.
作者：
FAIRBANKS, JWKENYON, CWCapt. John W. Fairbanks
USNR:received his M.S. degree from the University of Santa Clara and his B.S. degrees from Stanford University and the Maine Maritime Academy. He taught at the Texas A&M University and the University of Maryland and from 1954 until 1957 served in the U.S. Navy in the Pacific. Subsequently he was a Research Engineer with Hiller Aircraft where he worked on the annular ejector and designed the High-Speed Bearing and Shaft Test Stand for XC-142A and later at Philco Ford worked on advanced space power systems. At NASA-Goddard in 1967 as a Power System Engineer he was employed on several space craft including the Orbiting Astronomical Observatory. From 1971 until 1977 he was employed by the Naval Ship Engineering Center (NAVSEC) as a Program Engineer for FT9 Marine Gas Turbine Development and the Ceramic Demonstrator Gas Turbine and also as Coordinator of Gas Turbine Material Development. In addition he organized the first two Gas Turbine Materials on Marine Environment Conferences and the U.S. participation in the U.S. Navy/Royal Navy Conference. Currently he is a Program Manager in Applied Heat Engine High Temperature Materials and Instrumentation at the Department of Energy (DOE) where he also served as Chairman Engineering Materials Coordinating Committee for DOE. A Naval Reserve Captain and Chairman of the ASME Washington Chapter he also is the former President of the Washington Chapter of the Maine Maritime Academy Alumni former Vice-President of the Stephen Decatur Chapter
Naval Reserve Association and the outstanding 1975 Maine Maritime Academy Alumni. Capt. Fairbanks has authored over forty-five technical papers
and in both 1974 and 1975 was the winner of the ASE Niedermair Award. Mr. Clarence W. Kenyon:graduated from the State University of New York
Maritime College in 1960 and sailed on a Third Assistant Engineer's license with Isbrandtsen Steamship Company before accepting an engineering position with the Long Beach Naval Shipyard in 1961. In addition to his responsibilit
Synthetic fuels are assessed with respect to their potential use aboard Navy ships. The status of petroleum resources and the development of fuels from shale, coal, and biomass is summarized. A scenario of the project...
Synthetic fuels are assessed with respect to their potential use aboard Navy ships. The status of petroleum resources and the development of fuels from shale, coal, and biomass is summarized. A scenario of the projected availability of these fuels is presented which shows the sensitivity to funding and schedule. Diesel engine and gas turbine combustor tests with small quantities of coal derived and shale derived fuels are described and these tests results are evaluated for shipboard applications. Special shipboard modifications are discussed such as the replacement of rubber base seals, gaskets, and hoses with viton and teflon, and the use of stainless steel piping because of the fuel characteristics. Considerations for dual fuel systems using Diesel Fuel Marine for starting, stopping, and maneuvering are included based upon early test results. Consideration is given to the use of these fuels in the shipboard environment since they require special handling and adoption of personnel safety measures.
作者：
NEWCOMB, JOHN W.DITRAPANI, ANTHONY R.Mr. John W. Newcomb received his undergraduate education at Webb Institute of Naval Architecture
graduating in 1966 and is currently completing requirements for a Master of Business Administration degree at the George Washington University. After gradwlting from Webb he was employed by Texaco Inc. Marine Department and later served three years active duty in the Navy as the DEG-7 Project Oficer at Supervisor of Shipbuilding Conversion and Repair Third Naval District. Subsequent thereto he was employed by the Naval Ship Research and Development Center prior to assuming his present position in the Ship System Design Division of the Naval Ship Engineering Center. He is a member of ASNE and SNAME. Mr. Anthony R. Di'hapani received his BS degree in Mechanical Engineering from the University of Wisconsin in 1958
and subsequently completed course requirements for a Master of Engineering Science while an evening student at the George Washington University. He began his engineering career in 1958 in the BuShips Steam Turbine and Gear Branch specializing in steam turbine systems for nuclear submarines. In 1962 after completing a Navy-sponsored Electronics Training Program he joined the SQS-26 Sonar Project and served as Head of the Special Projects Section and subsequently the Test and Analysis Section until selected in 1967 to head the ASW Branch for the newly-churtered DXIDXG Project now the DO963 Ship Acquisition Project in the Naval Ship System Command. In 1970 he was designated a8 Acting Director of the DD963 Technical Management Plans Division and when the PF Program emerged in 1971 was reassigned as Deputy Project Manager for the Patrol Frigate Project.
Late in 1970, Admiral E. R. Zumwdt, Chid of Naval Operations, directed that study begin towards development of a new class of ocean escort to be known BS Patrol Frigate (PF) to take over some of the duties of the Navy...
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